Carbureter-regulating mechanism.



J. G. CARPENTER.

GARBURETEH REGULATING MECHANISM.

APPLICATION FILED 001 .12, 1912.

, 197 2 51 Patented 001. 21, 1913.

1 ITNE$8 8: l/VI/EA/TOR v (15 aff 0. 0

UNITED STATES PATENT OFFICE.

:ronn c. oanrjsnrna, or nousron HEIGHTS, TEXAS.

CABBUBETEB'-REGU-LATING MECHANISM.

Specification of Letters latent.

Confirmation oiapifli'catien Serial-No. 439,982, filed April 15,- 1909. This application filed October 12, 1912. Serial No.725,357.

My invention relates to new and useful improvements 1 in carburetor regulating mechamsm.

The object of the invention is to auto matically regulate the air and fuel valve of a carbureter, according to the speed of the engine and the load being carried thereby.

This device was included in my applica-'- tion for patent on carbureters, filed April 15, 1909, Serial Number 489,982, and which was declared abandoned'March 4, 1912, this application being filed as a continuation of that application-.

- 1 .With the above and other objects in view, the'invention has particular relation to cei tain novel features of construction and op;

eration, an example of which is given' in this specification and illustrated in the accompanying drawing which shows' a sec: tion'al'side elevation" of'a carbureter with the regulating mechanism attached thereto,

Referring now more particularly to, the drawing, the numeral 1 refers to thecarbureting chamber having a fuel-inlet 2 and an air inlet 3, the former of which is controlled by the needle .valve 4 which is threaded through the upper portion 5 of the carbureting chamber and whose lower free end projeots into the fuel inlet, andthe latter of which is controlled by the valve 6, which is pivoted in the air inlet and may be opened and closed by the manipulation of the arm 7.

The throttle 8 of the carburetor is controlled by the throttle valve 9 by the manipulation of the arm '10, carried by the stemof said valve, and regulates the quantity of mixture delivered to the engine. The needle valve 4 may be ad usted up and down by turning the same and the fuel inlet thus opened or closed. This valve may be turned by the manipulation of the arm 11 carried thereby.

The throttle rod is indicated by the nu mer'al 12 and one end thereof is pivoted to the arm 10. This rod is manually operated and the throttle valve thus opened and closed and the rod may be set in the ordinary manner .at any point of the throttle opening. Pivoted to the throttle rod is a floating lever 13. A link 1i, connects the lever 13 to the free end of the arm 11.

A governing device 15, responsive to engilne speed, has been provided which is secured to the machine framesby means of clamp 16. The governor stem 17 slidesqin the hollow stub shaft 18, which rotates in the bearing l8 carri ed by the clamp 16, and is attached to the free end of the lever 13. The governing device is driven by the engine through the pulley 19, rigidly mounted on the shaft 18. The free end of "the arm 7 is connected to the floating lever 13 by means of a" link 20, one endof which. -1s'p1voted to said'arm 7 and the other end" of which" is pivoted to the floating lever 13. The governor stem moves in .harmony with the changes in engine speed, while the throttle rod is moved in harmony with changes in engine load. The floating lever being hingedly connected with the governor stem and throttle rod operates upon them alternatively as fulcrums and is, therefore, responsive to changes in engine speed and load... The'air' and fuel valves, 6 and4, are connected with the floating lever and operate also in' response to changes in engine speed and load. v In operation, he throttleis' openedfbjithe throttle rod which operates "the floatii' 1g 1e;

ver 13, which in turn operatesonlthe. governor stem 17 as a fulcrum, so as to open the fuel valve in greater proportion'than the throttle and the air valve in less proportion. This gives a richer mixture for start ing. .As soon as the engine takes up its cycle, the governor stem advances and op-.

erates the floating lever which operates upon the-throttle rod as a fulcrum, partially closes the fuel valve through the vlink 14 and further opens the air valve through the link 20, giving qualitative regulation of the mixture as the speed and load vary.

What I claim is':' Y Y 1-. In a device of the character described, the combination with a fuel inlet; an air inlet; a carbureting chamber connected with 2 and receiving from said fuel and air in lets; an air valve for controlling said air inlet; a mixture'throttling means; and a governing means, responsive to engine speed, adapted to operate said air valve; of p a lever operatively connecting said throttling means, governing means and air valve and responsive to said throttling means and governing means so that the said lever may be operated b said throttling means, operate upon said governing means as a fulcrum, and regulate the operation of said air valve, or may be operated by said governing means, operate upon said throttling means as a fulcrum, and regulate the operation of said air valve.

2. In a device of the character described, the combination with a fuel inlet; an air of a lever operatively connecting said throttling means, governing means and fuel .a fulcrum, and regulate the operation of said fuelvalve, or may be operated by said governing "means, operate upon said throttling means as a fulcrum, and regulate the operation of said fuel valve.

In testimony whereof I have signed my name to this specification in the presence of two subscribing Witnesses.

JOHN C. GARPENTER.

Witnesses: t

i J. W; Ynaennr, MAY Mon'reomnnr. 

